Method and apparatus for directing the switching of railway cars at yards and terminals



L. M. GIBBS TUS FOR DIRECTING THE S ARS AT YARDS AND ,l April s, 1930.

METHOD AND APPARA WITCHING OF RAILWAY C TERMINALS Original Filed Feb. B, 1927 5 Sheets-Sheet gcnm/.Gibbs April 8, 1930. L.. M. Glass 1,753,602

. METHOD AND APPARATUS FOR DIRECTING THE SWITCHING 0F RAILWAY CARS AT YARDS AND TERMINALS n Original Filed Feb. 8, 1927 5 Sheets-Sheet 2 3 ma, i

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@www Y METHOD AND APPARATU FOR DIRECTING THE SWITCHING OF RAILWAY CARS AT YARDS AND TERMINALS Original Filed Feb. 8, 1927 5 Sheets-Sheet 3 Apr1l8, 1930. 1 M. Glass -1,753,602

Leon M12/bbs April 8, 1930. l.. M. Glass 1,753,602

METHOD AND APPARATUS FOR DIRECTING THE SWTCHING l OF RAILWAY CARS AT YARDS AND TERMINALS Original Filed F'ebA 8, y192'? 5 Sheets-Sheet 4 @mmv April 8, 1930. l. M Glass 1,753,602

METHOD AND APPARATUS FR DIHECTING THE SWITCHING 0F RAILWAY CARS AT YARDS AND TERMINALS Original Filed Feb. 8, 1927 5 Sheets-Sheet 5 LeonA/Lbbs Patented Apr. 8, 12930 UNITED STATES PeraNroFFicI- i LEON M. eIBBs, oF CHICAGO, ILLINOIS, AssIGNoR, BY MnsNE ASSIGNMENTS, To TELESWITCH coRroRATIoN, A coaronArIoN orvALABAr/IA METHOD ANI)` APPARATUS FOR DIRECTING THE SWITCHING OF RAILWAY CARS AT lYAELDS AND TERMINALS i Application filed February 8, 1927, Serial No. 166,762. Renewed June 26,1929.

l l yard corresponding substantially to the rail* way car switch yard, and provides dummies,

representative of railways cars, which are adapted to be shifted about in the dummy yard to correspond with the shifting of railway cars in the main yard. In that invention each dummy was equipped with means to carry data corresponding to its respective railway car and it was contemplated that the dummies would be carried from yard to yard following their respective railway cars.

My present invention contemplates that the dummies may be kept at one yard and assigned temporarily to units of railway rolling stock while in that particular yard territory. Therefore each yard will be equipped with the requisite number of dummies according to its car capacity and means will be provided capable of functioning automatically as railway cars are shifted in the main yard to cause dummies to be correspondinglyshiftedand placed in the dummy yard, thereby indicating by their location in the dummy yard and the car data each carries the location, destination, car number, etc., of their respective corresponding railway carsin the mainv yard.

My present invention contemplates ,the dummies with means to carry all dat-a necessary for switching purposes relative to the correspondinglyplaced railway cars in the main yard, such data being appliedto a dummy as said data is received relative to each incoming railway car and contemplates placing each dummy initially in a position on the dummy yard corresponding to the position occupied by its respective .railway car, after which the same dummy will maintain said corresponding position automatically.

5 My invention furthercontemplates the provision of electro-magnetically controlled means, which willcause each dummy thus to move and place itself in the dummy yard to correspond with its respective railway car through all switching operations ofthe latter, and finally to be collectedin a train or cut of cars preparatory to leaving the yard and to follow their departing railway cars onto a dummy track representing the. outgoing main line track where the dummies will come to rest-and be stripped of their records and returned to storage for further use.

My invention further comprises the novel means selected for carrying into edect the above described method of controlling and directing the Switchingof railway cars, and further comprises novel details of construction of the dummies and the several engaging and controlling elements vco-acting there-y with so that the flange actuated electric switches in the main yard tracks'will act automatically to select and advance the dummies in correspondence with the advancement of their respective control cars' `in the main yard. t t l In the accompanying drawings which form a part of this specilication, I have sought to illustrate only what I regard as the preferred embodiment of the apparatusabove defined.

'In these drawings p Fig. l isa plan view broken away at its ends showing a dummy switch yardv comprising a main line track extending through the yard, two parallel straight classification tracks, and lead tracks connected with lthe main and classification tracks' by means of switches. Y p i `Fig. 2 isla diagrammatic layout of one set of electric circuits and the control means therefor as used Vfor oney straight section of the yard track. v

ledig'. 3 isfaview in side elevationof a Section of the main yard track carrying apair of Vwheel flange `actuated electric control switches for the circuits leading therefrom.

Fig. t VVis a. cross-sectional view, .partly broken away, taken on the-line IV-IV of Fig. 5 is a detail viewtaken along the line icc V-V of Fig. 3, showing one of the electric switches carrying trip arms.

Fig. 6 is an enlarged cross-sectional view taken on the line VI-VI of Fig. 7, showing a dummy in side elevation `riding upon a dummy ltrack yshown in cross-section, the dummy being held in position by the combination dummy lock and switch, which is shown in its car lockingposition.

Fig. 7 is a vertical cross-sectional view taken on the line VII- VII of Fig. 6. Fig. 8 is a viewin end elevation illustrating the electro-magnet actuated control switch for the electric circuits leading therefrom.

F ig. 9 is a side View of Fig. 8. Y

Fig. 10 is an enlarged detail side View of the dummy.

. Fig. 11 is a cross-sectional view of the dummy taken on the line XI--XI of Fig. 10.

' Fig.l 12 shows how` the dummy yard switches are thrown always when the corresponding main yard switchesare thrown and how they are maintained in corresponding positions. Y

Fig. v13 is .a diagrammatic layout of one set of the electric circuits and the control means therefor as used for one V-section of the yard track and the corresponding V-section of the dummy track.

Fig. 14 is a view corresponding to Fig. -6 with the parts in the position occupied when the magnet is energized. y

Fig. y15 is a detail cross-sectional view on the line XV--XV of Fig. 6.

, Similar reference numerals refer to similar parts throughout the drawings.

In the embodiment of my invention illustrated, I have shown in Fig. 13 a diagrammatic layout of one end of a conventional and very simple switch yard comprising a main line approach track and a yard track 22. Alead track 23 diverges from the main line track 20 and is connected with classification tracks 25 and 26, the usual and customary arrangement of switch points and frogs being provided in the mainline and lead tracks. In the dummy yard shown in Fig. 1 I show main line approach tracks 2()a and 21a connecting with a yard track 22?, lead tracks 23a and 24a, andrclassiflcation tracks 25a and 26, all arranged to correspond with the similarly numbered main yard tracks so far as shown, and in like manner thev dummy tracks are equipped with switch points for the distribution "of the dummies throughout the dummy yardftracks in correspondence with the distributionlof theirA respectivev railway cars on thel main yard turned top flanges 31 and 32,respectively, which flanges lie in the same horizontal plane and are spaced sufficiently at their free edges to provide a track slot for the passage of the arms33, a pair of which depend from each dummy 'top 34 and are connected to a bottom dummy element 35. Each of the arms 33, carries two pairs of overhung wheels 36 which receive between them the track flanges 31 and 32 land ride thereon and serve to hold the dummy against disengagement from its tracks. The rollers are 'mounted on shafts 37 fixed at Itheir center in the` arms 33 and provided with any suitable type of wheel bearing. rlhe top of each dummy carriers al spring clip y38 adapted to hold in place thereon any data that it is desired for the dummy to carry relative to its respective railway car. The bottom member of each dummy, which is rigidly connected to the dummy top by a pair of arms 33, is provided with side flanges 39, each 'of -sai-'d flanges being 'provided with a series of yequi-distantly spaced simil-ar laterally outstanding lugs 40 formed by parallel vertical ribs integral with ror otherwise attached toV the side flanges V39. Each bottom member 35 is preferably lconnected byscrews 41 to the arms 33, as indicated' moreclearly in Fig. 10, and I mount across the top of the flanges 39 in the middle of the base element a 'cross bar 42 by means of screws or other connections 43, and I suspend from this cross bar what I term a -coupling plate 44 having a Vcentral top shank 45 which projects upwardlyl through the cross bar 42 and has a stop `collar 46 keyed thereon to limit the down travel of the plate. A coil spring 47 is interposed between the top of the plate and the bar 42 and serves normally to thrust the coupling plate 44 downwardly into engaging position with coil spring belts hereafter described. Said plate 44 has end lugs 48 to limit its up travel by engagingthe bottom of the member 35. As shown in Fig.

1, the slot formed between the approach rails 31 and 32 is designated as the dummy track section 2Oa at one end and at the other end as the track section 21a and so on throughout the dummy yard. Y

The track plates forming the dummy classification tracks 25aM and 26a, terminate at their ends adjacent to the tracks 23a and 24a in switch plates49 for the track 22a and for the track 25a, and each one of these switch points is fast on a pin 51 which vextends down through the base and is suitably journaled 'therein so that the switch plate is free to swing horizontally in theplane of the flanges 31 and 32. yOn each of these pins 51 I rigidly secure an'armature 52 normally pressed by a Y spring 53 so as to hold the switch point in the full line position shown in Fig. 1, and I co-act with each arm 52, a magnet 54 which,

Ysuita'bly'mount on Vthe base, in vposition to the action of spring 53 so as to guide the dummy cars into the desired classilication track.

This latter arm co-acts with contacts 56 to close the circuit 55 to the magnet 54 for con Y trolling the corresponding switch in the dummy yard,-an`d thus as each track switch is moved the corresponding dummy switch will move in the same manner, being shifted in one direction by the action of the magnet 54 and in the other direction by the spring 53 when the circuit is opened. Thus I maintain the dummy yard switches at all times endless dummy actuating belt 6l. rlhe nextcontrol section will be a V-section and on one side will extend from the approach track 2Oa into thetrack 22a coextensively with the actuating belt 62, and the othersidc will e2;- tend from the 'track 22?L along the lead track 23L coextensively with the'actuating belt 63. rlhe dummy coupling plate 44 is wide enough to engage the converging ends of the belts fora V-track control section. rlhe next vcontrol section extends from the last mentioned section along track .23a and 25TL coe/XT tensively with the actuator belts 64 and 80. Another section lies opposite the belts 65, in the track 25a; another section lies opposite the belts 66, in track 26a; 70, in track 23a; and 71 in track 24a. The lead track 24a will have sections corresponding to those for the lead track 23EL which will include the belts Vnumbered 67 and 84 for one if-section and 68 and 94 for the other if-section. The approach section 1n track 2la is coertensive with the belt 69. 'Ihe short belts 7 0 and 7l`at each 22a, 25a and 26a.

A motor 72 will drive a pulley 73 for actu# ating the belt 62, and by a train of gears 74, 75 and 76 will drive a pulley for actuating the belt 63. The belt 6l is driven by a similar motor latthe commencement of its track sec-y tion and returns over'an idler onthe shaft of the motor 72. The idler 77 for the belt 63 is mounted loose on a shaft 78 on which is mounted fast the driving pulley for the belt 64, this shaft being driven by a train of gear ing from a motor 79, which also Vserves to drive the 'belt 80 for the track section connecting the lead track 23n with the intermediate section in the track 25a.l The belt S9 returns over an idler 8l loose on a shaft 82 on which isa loose idler pulley for the belt 465. The other end of the latter belt is driven by a motor83. A belt 84 passes over an idler on the shaft 85 of the motor 83 and is driven by a pulley fast on the shaftof a motor 86 to transfer dummies from the Vbelt 65. The motor 86, by a train of gearing, servesto drive the belt 67, the other end of which passes over an idler loose on a shaft 87. A motor 88, by the gearing shown, serves to fdrive the belt 68 and its shaft supports the idler89 for the belt 69, which at its other end is driven by a motor, not shown. It will thus be seen that the motor 79 drives the belts 64 and 8O which control what I term a J- section of the dummy yard. vIn like manner Vthe motor 72 drives'V-belts 62l and 63. The

motors 86 and 88 likewise control the ii-belts at the other end of the yard. A motor 90 serves to drive the belt 66 and by means of a chain 91 or the like will drive the belts 70 and 7l through the gearing shown. A motor 92 acts to drive, the belt 93 which extends from the belt 62 at one end 0f they track section 22 tothe belt `94 at the other end, this latter belt94 being driven by the motor 88 and turning about an idler loose on the drive shaft of the motor 92.

It `will thus be seen that all of the tracks of the dummy yard are provided with dummy actuating belts which overlap so that they are capable,when driven in the correct direction, to pass a dummy from the track 2Oa tov2la and vice versa over all of the interposed tracks It is to be understood that each of the motors described is a reversible motor, preferably an electric motor, capable of driving the belt or belts controlled by it in either direction. l

The belts, which I propose to employ, are preferably formed by a coiled wire shown more clearly in Figs. 6, 7, 10 and 11, and in each endless belt I interpose two equi-distantly spaced blocks 96, see Figs. 2 `and 6,

which divide the belt into two equal sections l and are intended to provide a positive ele ment in each flight of the belt which, by engaging the coupling plate 44 on the dummy,y `will positively move the dummy, whereas it is contemplated that the coil spring portion of of a i dummy lock and switch mechanism shown in Figs. 6, 7, 11i and 15. Then a railroad car crosses from one side to the other of a switch mechanism, its corresponding dummy is caused to .ieve across the corresponding dummy lock switch mechanism, which is correspondingly located in the dummy yard. I have chosen Vto utilize the` car wheels as the controlling factor in the above switch operation and to this'end, as will be seen more clearly in Figs. 3 to 5, I provide at each terminus of each main track section a similar double switch mechanism which is illustrated inthe above figures and all being alike the description ofV one switch mechanism will apply to Vall.` In order that the switch mechanisms and their location may be better understood, in'Fig. 13 I designate the switch mechanism by the numerals 98, 99, and each mechanism comprises a pair of .eversely inclined switch arms 98 and 99, which are similar except in respect of the direction of their inclination. Each arm is pivotally mounted on 'a bearing pin 100 hava threaded shank 101 which is bolted by i nut 102 to the web of the adjacent main track rail 103. rllhis bearing pin may be mounted in any other suitable way to meet railroad requirements. Fast on each'pin 100 is a collar aL carrying a stop lug 105 which laverhangs a trip arm 106, which armris en- Vgaged beneath by a coil spring 107 secured on a! pin and adapted to counteract the weight and hold the arm up against the stop 105. This arm 106 is rigid with a bearing :ile-ve 108 carrying its outer end a switch bearing arm 98 or 99, as the case may be. A switch is mounted on the free end of each arm and comprises an angle bracket 109 having spaced blades 110 of a knife switch suitably mounted thereon and insulated therefrom by 111. A knife switch arm 112 is pivotally mounted with its inner end projecting` inwardly from the arm 98 or 99 and its forward end adapted to engage between the contacts 110, being normally held disengaged bythe spring 113. The switch arm is mounted in a slot 114 in the end of the arm 98 or 99 and its inner end is held by spring 113 against the inner wall of said slot. Midway between the pins 100 of each switch mechanism I mount a second pin 100% similar to 100, and on this pin is mounted a sleeve 115 carrying rigid at its inner end an upstanding trip arm 116 and at or near its outer end a vertical' pin 117 disposed to engage and close the switches on' the adjacent arms y98 and 99. The trip -116 carries beneath it -a pin 118 engaged between the ends of a coil spring 119 mounted loosely on Vthe pin and held to its working position by the interposed angled end 120 of a bracket 121 secured rio'idly to the pin 100? By this arrangenient, as the arm 116 rocks to right or left, one end or the other of the spring acts to return it to vertical position and the spring arms act to hold it in vertical position. rlhe trip arm 106 for each of the switch bearing arms 98 andv 99 are so disposed with relation to the' trip arm 116 that the flange of a car wheel that has` moved the arm 1116 to either of its dotted positions shown in Fig. 3, will likewise depress the then adjacent trip arm 106 and will, if the wheel passes over the latter, release the arm 11G to snap upin doing which pin 117 will strike the switch 112 'on the then adjacent arm 98 or 99 and will close the switch at 110, but the wheel does not move far enough to entirely release the arm 116 and then backs,the switchy will not be moved into the path of the pin 117 and will not be closed as the arm 116 swingsfback up. The switch is closed only momentarily, as 'the moment the pin 117 passes the switch its spring 113 opens it and thus only an impulse of current is passed through the wire circuit 122, 12.3, or 1221, 123% according to whether the switch Ion arm 98 or 99 is closed.

rIhe circuit 122, 123 is connected to a suitable source of power and :includes amagnet 224% see Fig. 2. `In like mannerv the circuit 122% 123?- includes a magnet 1241. From the foregoing description it will be seen that at any lswitch mechanism the switch on arm 99 is closed by a ycar wheel approaching from the right and correspondingly the switch on arm 98 is closed by a wheel approaching from the left. Hence, the switches on the arms 99 control the travel to the left of dummies across the dummy yard, and in like manner the switches on arms 98 control the travel of the dummies to the right across the dummy yard. In Fig. 2 I show the switches for the left and right hand ends cfa given straight main track sectionV for controlling the left and right hand movement of dummies out-of the corresponding dummy yard section. The manner in which the track switches 98 and 99 control the eXit of dummies out of right and left ends of the section of the dummy yard corresponding to said main yard section will now be described by reference to the dummy track section opposite belt 93.

Referring to Fiffs, 2, 8 and 9, I have shown a typical magnet 121i?L connected in the circuit 122@ and 123a and this magnet is shown mounted upon a. base 125which also carries a second magnet 126. Above the magnet 124et is a kguide bracket 127g having parallelv top and bottom lugs 128a and 129"L in which an armature 130a is slidable with its upper end shouldered to engage the lug 128a so Vwise flow from 139 to 1395.

vwheel 134 suitably journaled at the upper end of a standard 135% This pawl is held by a spring 136a against the ratchet wheel and acts on the downward travel of the armature 130a to advance the ratchet wheel one step against the action of a springstop 137 a mounted on the standard 1352. An annular Vfiber disk 138a is fast to the wheel 134a and has its periphery covered by a band 139a of copper or like material that carries a lateral spring contact `brush 140e. A` spring brush contact 141a engages this disk band 139a and is connected to a circuit 142a which leads, as shown in Fig. 2, to a magnet 143a and thence passes by a circuit 1443, seeFigs. 2 and 6, to the center contact 145aof`a three point switch plate 1462L (Fig. 6); The contact 1453- is engaged by a switch arm 147a connected by a wire 148eL to the positive line circuit. Mounted on each base 125 carrying a magnet 124a, is a magnet 126 with which are associated parts identical in structure with the parts associated with magnet 124a and numbered from 127a to 139, all inelusive,l except that the V ber disk 138 is notched to receive a. block of insulation 149 upon which normally the fbrush`140a rests, thus interrupting a-circuit that would other- A brush 141 engages band 139 and isin a. circuit 142 leading through a magnet 150 to one side of a switch 151 adapted to be closed .by a switch larm 152 so that current can iiow over. line 153 the negative side of the power line.

The circuit 122, 123 includes the magnet 224a and is connected across the power line. The magnet 224L is Vassociated with a second circuitrbreaker equipment corresponding to that already described in connection with 138a and to distinguish between the two, the disk this magnet 224a controls is numbered 238;L corresponding to 138a and carries a brush 240"L corresponding to 140, which coacts with disk 238 corresponding to 138 and having a brush 241 corresponding to141. From 241 a circuit 242 leads to and includes the magnet 157 and leads vthence to a mercury switch 156 and continues therefrom by line 155 to the motor for driving it in a reverse direction from that when current flows to the motor over line 153. When either switch 151 or 156 has been opened by its magnet, one power circuit controlled by it to the motor is interrupted and the other power circuit is closed at the switch, thus insuring that only one power circuit will be connected at` onetime to the motor. for the disk 238a is connected by the line v242a with the magnet 243a'and thence by line 244a with a contact 245.a which, when engaged by the' dummy switch arm 147, will have connection to the positive power line 148.

A contact 158g controlled by switch arm 147 is connected by a circuit 159 with the magnet 126 controlling the disk 138 and thence is connected to the negative side of the power line. In like manner a vcontact 160,V

controlled by switch arm l1475, is connected by a line 161a with the magnet 326 controlling the disk 338, corresponding to the parts 226 and to v238 valready described,- and forming part of the circuit breaker mechanism for the adjacent track section on the left.l From the j disk 338a of this adjacent circuit breaker mechanism a lead 342, corresponding to 242e,

extends to the magnet 143, and the lead 342,

corresponding to 242, leads'fromthe brush 341 shown! in this adjacent circuit breaker mechanism to include a' switch magnet, not shown, corresponding to 157 for its respective track section and there will be duplicate z',

wiring from such switch magnet to the motor Vcontrolling the adjoining belt on `the left.

In like manner, with respect to theswitch arm 147, its contact 258a will be connected by a lead 259a with a magnet 426 for the disk 438 of the circuit breaker for the adjacent track section on theright, and from brush 4412', for disk 438a of this circuit breaker mechanism, there willy be a lead 442a to the magnet 243a associated with the switch arm 147. lThe magnet 424b1 controls the circuit breaker 438a, and all of the parts foreach of these adjacent track sections are similarly connected up with the magnets, the circuit breakers, contact arms and track circuit i switch mechanisms, all as described in connection with the complete wiring for one track section shown.

The mercury switch 156 for the tracksection, shown in Fig. 2, is controlled by itsre-' spective magnet 150 in. alea'd from the brush 141 to switch 151 and when this latter switch is closed andthe circuit is closed between 138 and 138% this magnet 150 will be energized and will rock the mercury switch, breaking the line 155 when the mercury has had time to run to the left hand end of the switch tube. This gives a slowV acting switch which will serve as a selector to prevent the switches on two track arms 9.8 and 99 that happen to be depressed Aand actuated at the same time, from establishing opposing circuits through 153 and 155 to the motor. If such circuit closing occurs in the main yard tracks, both the magnets 157 and 150'willbe energized, y.

but, due to the slow action of mercury switch 156, the switch 151 will open .the circuit that energizes the magnet 150 before switch 156 can open and thus this latter switch will not open,l

The brush 241k The circuit. layout for a straight track sec- Y tionsection inl Fig. 2 requires slight modification to-.carel for a track section involving a switch, whichl term a V-track section, due

`to the fact that in the dummy track it will arms .99 atV the left and threefswitch arms 98 at the right lying in the straight track 22'and at the switch for the-track 25. Azs shown, the

electric switch armsl 98and 991erthe Vif-section. in` this. gure are connected up. with: the

`magnets 524e and 324a which co-act with. the

disks 538at and 3385. It willbe observed that bothelectricswitch. arms 9.9i at; the main line track switch are. connectedtothe lead5123, while threeelect'ric switch, arms 9 8, one inthe main track 22 andtwo .in the track switch for track 25, are all connected in multiple to the lead123 to the magnet 324i? sethat any oneoi these electric switch` arms is. capable of closingthe circuit to said? magnet4 with which itis-connected, whereas in straight track sectionsgenerally only one electric switch arm 98 or 99-controls its respective magnet. This Fig. 13 also showsA the connections. from the corresponding Vesectiontracks onthedummy board tothemagnets 526 and1326, which. are

similar to those described in connection with Fig.` 2 withthe following exceptions, namely 1st: The drive of the motor 7.2 to 'icedy the belts 62 and 63. to the right is controlled by either of two dummy switch arms 147, each located at the divergent ends of the-dummy track sl-section, and the drive of the motor to feed. thesa'id belts to the left is controlled by aI singledummy. switch arm-247 located adjacent tothe apen. of, the dummy V-track section, but far enough therefrom for the dummy to right itseliafter leaving the dummy track switch. As shown in Fig. 1, such switch arm wouldibe opposite the motor-7 2.

2nd The mercury switch 156 is dispensed within this layout andl only the switch 151 is interposed inthe circuitsy 153, 155. it both circuits 153, 155 arel energized: at'the same time, thef circuit 155 lwilli control for it will open 153 and henceboth leads to the motor cannot be simultaneously closed. iflm` elements 338a and 338in\t1his yiigureare the same partssimilanly; numbered in Fig..2, and 7.38aL

. andl 738 conrespondf. to 1:38a and 138my Fig. 2,

except that they are located: in the adjacent section: of: the leadtrack 23.

Each. dummy.' switch. armi 147;, 14T-'012247 forms partzoii what' I termza dlummyiloekand switch mechanism which is shown moreclearly in Figs. 6, 7, 14 and 15, it being understood that these, several mechanisms are alll duplicates in construction and are located at termini of the dummy track sections. The' following description of one mechanism thereforewill apply to all.

I provide a suitable opening in the base 27 through which project the base guide lugs 166 of a guide-bracket having integral side lugs167 connected by screws to the base and comprising at each side top guide brackets 168. These guide lugs 166 are connected by a bottom web 169l into which is screwed a guidefpin1170 for a coil spring 171 bearing below onthe web 169 and above on a web` 17 2- connecting the side wallsfof a Ushaped slide frameu173 which. comprises. spacedk side arms connected' near thein center by the webs 172 and. at thein bottom by a. plate 17.4' attached thereto` and carrying: anr armature 175'ffor a magnet 14S-i1. The spring. thustends to hold the armature and the Uslide 173 in raised position, as shown in Figs. G-Land 7. Above the web 172 one side ot the U+slid'e is provided with an elongated slot 176- through which passes. the drive shaft for the belt pulleys which support the overlapping ends of the belts 93, 94, and the other.V side othe Utslide supports a dummy switch= arm. 1473. This slot 17 6 permits the slide173to rise` and fall' independently of the motorl shaft. 'Ehe upper ends-0f the. Usslide 173 project above their guides 168 and; carry elongated horizontal bans 177 which are adaptedl to engage the side lugs 48 on aV dnmmylsxcoupling plate-441" throughout the dummys operating positions relativeto the lock mechanism in. question. The. upper ends. of the slideabove the bars 177 are reducedeand taperedto provide wedge points.. 178 which are adapt-edito fit with am-'i ple oper-ating.l clearance. between. a pair of side lugs 40 on thedummy.v r.Ehe dummy switch arm, indicatedas147fa, is pivotally mounted on a stud 179 atv an. intermediate pointonV one side o the Lit-.slide 173'and its l upperendis 'provided with a bent-over lug 180 which normally overhangs slightly above the pathofthe adjacent dummy lugs 40. rllhe lower end 'oii this Aswitch armcalm-.ies` a brush 181: which co-acts wit-h. the contacts. on thethree point switch plate, 146% carrying.- the thneeeontacts 145331158@ ar-ndr160. The circuit 1348it leads to this brush 181d and the switch arm. is normallyheld in. verticali posit-ionl by the engagement therewith, of a spring 182 which. will permit it to play over they switch pointsbutwill restore-.it when neleasedto position overicontact 145%. It will: be obvious that wheny the Ui-slide is dnawn downwardly bythe magnet 143?,l as.. shown in` Fig. 14,' it will draw thelug.- 180701i this switch arm. into position vbetween the middle pair of lugs 40 on ythe dummy, asfshown Fig 6, andf` at the samey time. it willlowerthey taper point 178 below the path. of thelugs. and' will; also.- permit the spring 47 (Fig. 10), to lower' the coupling plate 44 into position to engage the overlapping belts below the dummy and to be advanced according'to the direction ot-the movement of the belts. As the dummy moves an approaching lug engages the lug 180 on the switch arm 147a and throws it to the right or left, according` tothe dummys direction of movement, oli of contact 145a and `onto Contact 158a or 160. rIlhis shifting ot the switch occurs just after the tip of the wedge 178 is in position under the space between the next pair of lugs 40V on the right or the left and as soon as the shittingy of the switch takes place, the circuit is'broken to the magnet 143a and the spring 171 snaps the slide 173 upwardly, interposing the wedge point between the next pair of dummy lugs. rlhe rising movement of the lug 180 causes it to ride up the side of the lug last passing the point 17 8 until it clears the top of this lug,

when it will swing back to vertical position responsive to the action of its spring-182, again restoring the circuit to contact point 1453. As theduminy switch arm 147" engages either contact 158"t or 169 it will serve to close a circuit to magnet 126 'tor the track section on the right, or 326 for the track section on the left, according to the direction in which the dummy7 is moving, and the closing of either of these circuits will act to advanc its circuit closing disk 138 or 338 one sten,

thus advancing the insulator block 149 or 349 one step. At the same time whenever the corresponding flange actuated electric switch arm is depressed and actuated it will, by energizing the magnet 124a or 324a cause the'disk 138a or 338% to be advanced one step, carrying f with it the circuit closing brush 140a or 3401.-

In ordinary operation the passage of a car wheel over a flange actuated electric switch will thus advance one of the brushes 140m, or 340", etc., one step and thus will disengage it from the insulator block 149 or 349 in the control disk paired therewith and will thus establish a circuit across the disks which will cause its respective belt movement carrying the dummies which are engaged therewith toward a dummy lock and switch mechanism,

^ which mechanism will act as above described said switch it-acts to advance its resoective cont-rol disk 138iV or 338% etc., one step for each passing wheel, thus carrying the contact brush 140% 340% etc., as many steps in advance of the insulator block 149 or 349 as there will be wheels passing'the said switch.

When contact brush 14021, etc., is in advance ot block 149, dummy lugs will approach a corresponding dummy lock and switch mechanism and the dummy mechanism controlling its side of the circuits to the paired disks will, as rapidly aslugs are passed and step by step, advance disk 138 until as many dummy lugs have passed the dummy lock land switch mechanism as car wheels have passed a corresponding flange actuated switch, and when this occurs it will be apparent that the insulator block will have caught up with and again assumed position under the eContact plate 140g. Thus flange actuated switch mechanism sets up step by step a car controlled element for each passing wheel and the related dummy actuating mechanism, as it moves the dummies, will advance the paired dummy controlled element step by step until it has advanced the same number of steps as the car controlled element, whereupon the operation of the control mechanism for that particular car shifting movement is completed. y l Y Inasmuch as occasion may arise from time to timeto remove dummy `cars from the'dummy yard, I provide at suitable points in the track any desired number of slides 184 (see Fig. 1), which will open the dummy track at one side sufficiently for a dummy to be'lifted out bodily.

In operation, it is to be understood that with advance information as to the number oi cars in an approaching train or cut and the number ot flanged wheels oi the locomotive or Caboose, there will be provided in the corresponding approach track of the dummy yard dummiescorresponding in numberto the cars and if the locomotive or caboosehas wheels on one side not representing four or a multiple oit four, then I will use yspecial dummies having one or moreothe middle Vlugs 40 removed so that these dummies con taining two or three lugs to the sidecan-be combined with standard dummies or VwithV each other so as to make up any desired num# ber of lugs to correspondwith the number of flanged wheels on the locomotive or Caboose.' In this manner the dummy'train will provide on each side the number of lugs coresponding to the number of flanged wheels on one side in the approaching train and, having set the dummy cars in engagement with the approach track belt 61 or 69, the apparatus is now ready to function. As each flanged wheel of the train passes over the linitial flange actuated switch mechanism it will, in the manner described, cause the pin 117 of that mechanism to trip the switch on arm 98 or 99, according to the direction ot'movement of the car wheels and thus each wheel will serve to close a circuit to a magnet corresponding to 124al Each energization of either or' such magnets will advance its respective circuit closingV disk corresponding to magnet.

yof the approach track section, it will in turn advance its respective circuit breaker disk one step, causing it to followup the circuit closing disk until the insulator block 149 is again presented in position to interrupt the circuit between the paired disks. This permits the dummies to be fed step by step without their movement being necessarily cotemporaneous with that of their controlling railway cars, but causes always the circuit between the paired disks to be held closed until dummy lugs, equal in number to the wheels that have acted to advance the circuit closing disk of the pair, have actedon and correspondingly advanced the circuit breaking disk. Whenever a main track switch is thrown, through the circuit connections described, the corresponding dummy switch is similarly thrown and thus the dummies will be moved throughout the yard following up their respective control railroad cars, due to the fact that whenever a flanged wheel of a railroad car rolls from one into the next section the mechanism described will move one lug on a corresponding dummy intothe corresponding section of the dummy yard and thus the dummies must follow their control cars throughout. Y

o. By reference to Fig. 2 ofi the drawings it will be seen that 96 is representative of a dummy actuator controlling a track section and the arrows indicate it as movable in both directions. YLet us suppose that the wheel depressed track switches that control this actuator 96, and which are located at oppositey ends of a long switch yard track section, happen to be o erated at about the same time, due to the act that cars are moving in or out at the east end of the track while cars are moving in or out at the west end of the same track. This would neutralize the motor and leave the belt idle but for the fact that the step by step control 138, 138, and 238, 238a are connected to the motor driving the belt 96; through relay control switches that act in the following manner, if switch 99 is depressed slightly ahead ofthe switch 98, as each wheel moves over 99, it will advance 138a one step and aseach wheel indicator on a dummy is correspondingly moved, 138 will follow around one step. So long as 138a isv ahead of 138 this switch 99 will retain control of the motor 92 and will continue to move dummies, but if in the meantime switch 98 has been operated and its element 238a caused to advance, the moment 1138"L and 138 resume initial position, the control' of, the motor 92 will come under switch 98 and the elements 238 and 238a which were left displaced will commence to. feed out wheel indicators until they., get back to initial position. In' other words, when switch 98 or 991 at opposite ends of a track section has once been depressed, it will retain control ofthe motor 92 until its elements 138'd and 138 resume initial position, whereupon the motor is instantly subject to the control of the other switch 98 and its step by step feed control elements 238 and 238n which are waiting to exercise this control.

In this manner, while cars moving at one end of a track section actuate switch 98 and control motor 92, cars at the other end may move freely in an opposite direction out from said track section and the necessary dummy control will have been set up on 238, step by step, as each car wheel depresses a track switch,'and will remain unsatisfied until upon the restoration of the motor to control of switch 99 a corresponding number of dummies shall have moved out of the saine dummy yard track section, which will bring elements 2382 and 238 back into initial position and release the motor for the next control operation.

When the dummy trainis made up, every dummy carries or has attached to it in any suitable manner way bill dat-a or identifying data corresponding to its respective railway car, and one or more dummies corresponding tothe locomotive or caboose are so designated. After the switching operation is completed, the dummy cars follow their control cars into the outgoing approach track and the way bill data and other data is stripped from them and they are ready for future use. It will be noted that the dummy bumpers 183 are rounded so that they will not displace themselves relatively in rounding the sharp dummy yard curves'.

By the arrangements described, the yard master can have before him in his office an automatic mechanism which will at all times show him the location of his cars and engines and he can follow up the actual movements ofv all rolling-stockin the yard. Also, he can be assured that his cars provide clearance at the switches and he can note the position of his yard switches. It is of course to be understood that the mechanism for carrying out the automatic functions hereinbefore described may be variously modified within the scope andr contemplation of my present invention.

When I refer to a car I mean the same to be inclusive of any vehicle such as an engine,

position of the railroad car corresponding'to the dummy and preferably the number indicia descriptive of such correspondingv railway car, such indiciaincluding any data that .may be desired or :needed by the railroad yard master. Y l

What- I claim as new and desire to secure by Letters Patent, is

Y l. An improved method for directing the switching of railway` cars, which consists in providing a dunnny` switch yard substantially corresponding to the switch yard for railway cars, providing for each railway car to be handled in the railway switch yard a correspondingly designated dummy, and

` between corresponding railway Vswitch yard track sections.

Anrimproved method for directing the switching of railway cars, which consists in providing a dummy switching yard corresponding to a car switching yard, the tracks of each yard being similarly subdivided into track sections, providing for each railway car to be handled a dummy carrying identifying data for its control railway car, and causing each dummy to move from section to section of the dummy yard tracks `following a corresponding movement of its respective control railway car from section to section of the railway switch yard tracks.

4.' An improved method for directing the switching of railway cars, according to claim 3, in which the control of a dummys following movements is responsive to the passage of car wheels of its control railway car from section to section of the car switch` i 3, in which each controlling wheel of each railway car being switched, in crossing track section Junctions, causes a step by step movement of its respective dummy across the cor-V responding track section ]unction of the dummyyard. e

6. In a railway car switching control system, main yard tracks, corresponding dummy yard tracksfdummies` on the dummy yardv tracks representative of railwaycars on the main yard tracks, andautomatic Vmechanism controlled by the movement of the railway cars from track to track of. the main yardV to effect a substantially correspondingmovement and switching of vdummies from track to track in the dummy yard. v v. 7. Ina railway car switching control system, a main vyard having its tracks dividedv into control sections, afdummy yard having its tracks correspondingly divided into vsections, dummies .to` correspond .with the railway cars to be switched, both,V yards having corresponding switches, and mechanism automatically responsive to the movement of railway cars from section to section for operating said dummy yarc. switches and eiiiectingr the movement` of their correspondingY dummies lsimilarly from section to Asection of the dummy yard. l y, A

.8. In a railway car switching control sys'- tem, according to claim 7, mechanisms vfor shifting the dummies from section to section of the dummy yard tracks, and means to selectively energize said` mechanisms responsive to the movement and direction of movement vof the corresponding railway cars in the railway switch yard.

9. In a railway car switchinglcontrolsystem, a railway yardv having its tracksy subdivided into control sections, a `dummy control mechanism arranged between each two adjacent sections and adaptedV to respond tok the fact and direction oi a car movement past.

it, a dummy yard corresponding to the railway yard and subdivided. into similary sections, dummy, actuating means. foreach dummytrack section which are ladapted tof transfer the dummies from endto end of a section, and means responsive to the actuation of the above mentioned dummy control mechanisms for moving the dummy with a step by step movement from section to section of the dummyyard.L i Y 10. A railway car switching control system, according to claim 9, in which the mechanism located at each section junction of the railway switch yardcomprises electricswitch means selectively responsive to the direction of movement otra passing railway car, and in which'dummy actuating mechanisms' are responsive to the actuation of said switch mechani'sms.

11. In al railway'car switching controlvsys! tem, railway track sections having at each terminus a wheel actuated trip mechanism, dummy tracksections each having a` dummy actuatingA mechanism associatedv therewith,

and means responsive to the actuation of a trip mechanism to energize its respective dummy actuator for moving dummies in a determinedv direction. i n j 12. yIn va railway car switching control systemrailway track sectionshaving at their junctions a lwheel actuated trip mechanism, corresponding dummy track sections having dummy actuating mechanisms associated ico ian

therewith, and means responsive to the actuation of; any above mentioned trip'mechanism to energize selectively a dummy actuator in a direction corresponding to the direction of movement of the trip actuating wheel.

13. In a railway carswitching control system, main yard tracks divided into sections and having a trip mechanism between adj acent sections, a dummy track similarly divided into sections, dummy actuating means to shift a dummy from section to section, and means responsive to the actuation of any main track trip to energize its respective dummy actuator, and dummies adapted4 to be shifted by said actuators.

14. A railway car switching control system, according to claim 13, in which each main trackI trip mechanism selectively controls the direction of motion of two dummy actuating mechanisms adapted to switch a dummyfrom one to the other of the dummy track sections corresponding to the main yard sections on each side of thewheel actuated trip mecha nism,V

V1-5. A railway car switching control sysv tem, comprising a main yard divided into V- control sections at track intersection and straight control sections connectingthe V- control sections, a dummy switch yyardy correspondingly divided Vinto V-sections and straight sections, carv actuated trip mechanisms located at thetermini of the main track sections, dummy actuators adapted to move dummies across dummy section termini, and

- means responsive to the direction of movementk of a railway carin actuating atrip mechanism selectivelyv to energizey the dummy actuators to shift a dummy across the junction point of dummy track sections corresponding to the junction point in the main track where the actuated trip was located andI Yin a direction corresponding'v to that of the trip actuating car.

16; A railway car switching control` system, comprising a main switching yard divided into control, sections with a dummy control mechanism at each sectionY terminus, a dummy switch yardsimilarly divided into track sections and, having dummy actuating belts coeXtensive with each section, dummies movable on the dummy tracks and adaptedy to be transferred from belt to belt at track section junctions, and means to energize and control the direction of movement of the belt mechanism for each track section responsive to the dummy controli mechanisms at the termini of the corresponding main track section. i y

` 17. In a railway car-switching control.l system, a main switching yard divided into control sectionsV comprisingl straight track sec-v tions andV-track sections,- the-latterextending from the intersection of` tracks tothe.

point of= clearance f or car-s on theV divergent tracks.

18. In a railway car switching control system, a main switching yard divided into sections, mechanism responsive to the passage of a car from one to another section adapted to advance a circuit closing element step by step, a dummy yard divided into sections` means to move dummies from vsection to section, and mechanism responsive to the movement of .a dummy from one to another section adapted to advance step by Vstep a circuit breaking element associated with the aforesaid circuit closer, said circuit-'breaker 'andcloser when advanced the corresponding number of steps from initial open circuit position being adapted again to break the circuit which they control, and' means responsive to the breaking of said circuit to stop its respectilve dummy actuating mechanism.

19. A railway cary switching control system, according to claim 18, in which the flangedwheels at one side: 0f a car serve to control the step by step advance of the circuit closer, and in which a similar number of elements on'the corresponding dummy serve to control the step by step advance of the circuit breaker.

20. A railway car switching control system, according to claim 18, in which the railway cars and corr-espond'ing` dummy cars are provided each with a similar number of trip elements, which trip elements respectively control the step by step movements of the 3o-acting circuit closer and` breaker elements.

Q1. In a railway car switching control system comprising a pairf of electro-magnetically actuated co-actingrotatable elements interposed in an electric circuit controlling a dummy 'actuating mechanism, meansresponsive to the movement of a railway car to advance oneof the elements step by. step, means to close the 'circuit between said elements when moved from predetermined relative position, and. means responsive to the movement of a dummy car to advance the other of said elements step by stepback into predetermined relative position, Vand* dummy actuatingmechanismv operable responsive to said circuit when closed.

. 23. In a railway car switching-controlfsys. tem, in combination` with a main track yardl comprising switches, a dummy track yard comprising lcorresponding switches, "andi means automatically responsivey to the shifting-of any main Ytrackswitch to. similarly shift the correspondingdummy track switch.

Ql. In a railway carswitchingcontrol`| system, incombination with railway car. con-- trolled mechanism for advancing and switch-l past it, said'circuit being open when said ele-f ments are in a predetermined relative position. y

26. A railway car switching control system, according to claim 21, inwhich dummy cars are provided each with means to engage the dummy actuating mechanism and Vwith the number of stop elements corresponding to the-numberof. circuit closing devices on its respective control railway car, incombination withdummy stop means operable to disengage lthe dummy from its actuating mechanismand stop it at each break of said circuit. Y l

27. In a railway car switching control system, a railway track section having at each terminus a wheel actuated trip mechanism, a corresponding dummy track section having a dummy actuating mechanism associated therewith which is responsive to either terminal trip mechanism for moving dummies across aV corresponding terminus of the dummy section, said 'dummy actuating mechanism being selectively responsive to cotemporaneous actuations of terminal trip mechanisms which serve to actuate it in different directions.

28. In arailway car switching control system, according to claim 27, means to cause said dummy actuating mechanism when energized by either terminal trip mechanism to continue to operate responsive to said energization until a predetermined relative movement of dummies to cars has been completed.

29. In a railway car switching control system,railway car trip controlled mechanism for actuating dummies, which comprises coil spring driving belts and a drive therefor, and dummies having coupling elements adapted to operatively engage said belts.

.30. In a railway car switching control system, railway cartrip controlled mechanism for actuating dummies, which comprises coil spring driving belts and a drive therefor, dummies having coupling elements adapted to operatively engage said belts, and stop` means adapted in moving to engage a dummy to uncouple Vit from its driving belt. i

3l. In a railway car switching control system, railway car trip controlled mechanism for actuating dummies which comprises conveyors and drive means therefor, dummies having stop lugs and coupling elements adapted to engage said conveyors, and stop means also controlled by the lrailway trip mechanism and comprisingl a reciprocable stop adapted to co-act with saidlugs when in operative position and carrying a springpressed switchA arm which in the inoperative position of said stop co-acts with said lugs, means to uncouple the dummy from a conveyor as the stop movesfto operative position, and electro-magnetic means controlled by said switch arm to start of the conveyor. 32. Ina railway car switching control-system, car trip controlled means adapted to movea dummy responsive to its control railway car, mechanism controlled by the dummy movement to cause it toadvance step by step, and'meansresponsive to the completion of a predetermined controlled dummy movement to lock it 'in position until a controlling car trip is again actuated.

Y 33. In a railway car switching' control system, car trip controlled meansadapted yto move aV dummy respnosive to its control railway car, mechanism operatlvevk responsive tothe vdummy movement to-.cause'it to advance step by step, and means vresponsive to the completion of a predetermined controlled dummy movement to'lock it in position until a controlling car trip is 'again actuated.

34. In a railway car switching control s'ystem, car trip controlled means adapted to move a dummyresponsive to its control railway car, mechanism controlled yby the dummy movement-to cause it to advance step by step, and meansl responsive to thecompletion of a predetermined controlled dummy movement to lock Yit in position until `a controlling car trip 4is again actuated, the mechanism for eectingthe step by step Adummy movement comprisingV an escapement feed means co-acting withthe dummy.

35. In a railway car switching ,control system, car trip vcontrolled means adapted to movea dummy responsive to its pcontrol7 :railwayv car, mechanismcontrolled by the dummy movement'to cause it to advance step by step, and means responsive to the completion of a predetermined controlled dummy movement to lock it in position'until a controlling car trip is again actuated, the mechanisinfor effecting the step bystep dummy movement comprising an escapement feed means co-actingwith the dummy, Vand the lock means comprising mechanism to hold the 4escapement feed engaged with al dummy.

36. Thel method for 'indicating the position and movement of. railway CarS from track to trackl in a railway switching yard, which consists in causing the movements of each individualc'ar to present descriptive indicia thereof at givenjpoint in positional relationship to the representation of a trackage system correspondingto that of the rail'- road' switching yard. n

'37. The method for indicating at a remote point the position andinoveinent of `railway cars in a railway switching yard, whichcon-V sistsinproviding aV representation at'such re-y e and stop4 the drive CTI molte point of the tracks of smzhiv railway switching yard, causing-each individual railroad car to have its identity and position, in

respect of said switchingv yard representa-V several sections of the railway yard tracks, kand means controllable by the movement' oi the railway vehicles in said'railway switch-ing yard for indicating, by reference to said first mentioned means, the identity and the changi-ng position of individual vehicles as they are shifted about the railway yard tracks.

39. In apparatus for indicating position and movements of a plurality oirailway vehicles in a multiple track railway yard, means indicating the separate` tracks in said yard, means indicating and identifying the separate railway vehicles in said yard in association with the respective tracks they occupy, and' means responsive to shifting of a vehicle on the tracks on the yard for alter- Ving its respective indicati-ng means to correspond to its new position.

40. The method for indicating the positionV and movement of railway vehicles in a multiple track railway yard, which vconsists in providing separate indicia ior the separate tracks in said yard, and causing the. separate vehicles to present identifying indicia in association with the indicia for the tracks they occupy.

41. Process of governing the movements 'Y o'f cars in a railroadswitchyard, characterized by the provision, in a model dummy switchyard, 'corresponding to the railroad switchyard, of dummies. indicated to i correspend with their respective cars in the railroad switchyard, which dummies are moved automatically backwards and forwards, and

from track to track, in correspondence with the movements of their respective corresponding railroad cars, and in which the movement of car wheels into. and out of a given railroad track section will cause a corresponding movement of wheel .indicators into and out 'of a correspondingl track section of the dummy yard, which is characterized by the fact that, in the event of wheel movements which normally effect dummy actuating mechanism for a given track section occurring While said actuating mechanism is actively responding to a preceding ,actuation effected by wheel movements in an4 opposite direction to the first mentioned wheel movements, the first mentioned wheel movements the said dummy actuating means in a co1',- responding direction. y

42. A` process according to claim 4l, in which a common reversible actuating vmeans for the dummies in a givendummy yard track section will respond successively to concurrent opposed car movements-in a corresponding section of the railroad switchyard, the last car movement to commence havingv its control of a corresponding dummy movement held in suspense while the movement first to. commence is controlling the dummy movement.

43. In an apparatus of the character described-a dummy switchyard having track section andk switches corresponding to the track sections and switchesA of a Arailroad switch-yard, dummies movable over said dummy switchyard and having wheel indi: caters, actuating means for moving dummies by their wheel indicators into and out of a given dummy track section, agencies responsive tothe movement of car wheels at the ends of the corresponding Lrailroad yard tracksection for controlling 4said actuating means and effecting a movement correspondrug 1n number and direction of dummy wheel indicators, in combination of means which willrecord and hold in suspense movements to be imparted in one direction to dummy wheel indicators until completion of move-v ments being imparted in the opposite direction to dummy: wheel indicators in thesamc dummy track section.

ln testimony whereof I affix signature.

LEON M. GIBBS.

the other of said wheel movements hasbeen `Asatisfied, at which time said unsatisfied wheel movement will become effective in actuating llO 

